75-27 GRS
Evaluation of a M-151 Jeep and Two 1973
Ford Capris Powered By 141 CID
PROCO Stratified Charge Engines
June 1975
Technology Assessment and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Environmental Protection Agency
-------
Background
The Environmental Protection Agency receives information about many
systems which appear to offer potential for emission reduction or fuel
economy improvement compared to conventional engines and vehicles. EPA's
Emission Control Technology Division is interested in evaluating all such
systems, because of the obvious benefits to the Nation from the identifi-
cation of systems that can reduce emissions, improve economy, or both.
EPA invites developers of such systems to provide complete technical data
on the system's principle of operation, together with available test data
on the system. In those cases for which review by EPA technical staff
suggests that the data available show promise, attempts are made to
schedule tests at the EPA Emissions Laboratory at Ann Arbor, Michigan.
The results of all such test projects are set forth in a series of
Technology Assessment and Evaluation Reports, of which this report is
one.
The conclusions drawn from the EPA evaluation tests are necessarily
of limited applicability. A complete evaluation of the effectiveness
of an emission control system in achieving performance improvements
on the many different types of vehicles that are in actual use requires
a much larger sample of test vehicles than is economically feasible
in the evaluation test projects conducted by EPA. For promising systems
it is necessary that more extensive test programs be carried put.
The conclusions from the EPA evaluation test can be considered to
be quantitatively valid only for the specific test car used; however,
it is reasonable to extrapolate the results from the EPA test to other
types of vehicles in a directional or qualitative manner i.e., to suggest
that similar results are likely to be achieved on other types of vehicles.
The Programmed Combustion Process (PROCO) or "stratified charge"
engine concept has been under development at the Ford Motor Company since
1958. Conversion of an engine to the PROCO stratified charge operation
requires a cylinder head which incorporates direct cylinder fuel injection,
spark plugs and high swirl intake ports. Pistons are changed to 11:1
compression ratio units with "cups" in their centers forming the combustion
chambers.
The principle advantages of the PROCO are that (1) it is capable of
operating at leaner overall A/F ratios and therefore with less throttling
than conventional carbureted, spark ignited internal combustion engines,
(2) it has low NOx formation due to the rich/lean, stratified charge
combustion, (3) it can use high compression ratios with lower octane
fuel than required with conventional gasoline engines because there is
no combustible mixture in the "end gas".
-------
Under contracts with the United States Army Tank-Automotive Command
initiated in December of 1967, Ford Converted ten L-141 military utility
truck engines to the Programmed Combustion Process. Four of these engines
were installed in M-151 jeeps which were tested for emissions and dur-
ability. Another four engines were used in dynamometer testing. At
the conclusion of the Army program, the Environmental Protection Agency
contracted to have three of the latter four engines installed in 1973
Ford Capris. The purpose was to evaluate the PROCO engine in a vehicle
more representative of typical passenger cars than the military jeep.
This report covers the testing of number three of the four
military jeeps, and preliminary testing of two of the Capris. Results
of previous tests on jeeps one and two can be found in Test and
Evaluation Branch report "C" dated May 1970 and report 71-23 dated
April 1971. Also included in this report are results of non-regulated
emission tests conducted on one of the PROCO Capris and a standard 2.0
litre Capri at Southwest Research Institute. Photographs of the white
PROCO Capri and its engine compartment are shown in Figures 1 and 2.
Engine Description
The engines used were L-141 military engines converted to the
Programmed Combustion Process. Their specifications are given in Table I.
Figure 3 is a cross section of the cylinder head and piston configuration.
A summary of the components involved in this conversion and the effect
are as follows.
Spark timing and fuel injection are controlled by a special injection
pump ignition distributor unit designed by Ford. This unit includes an
aneroid barometer which senses absolute manifold pressure and adjusts
fuel delivery accordingly. Fuel-air ratio controlis therefore maintained
despite altitude changes or day to day change in barometric pressure.
Fuel injectors are low opening pressure (300 psi), low penetration
units which create a stratified "cloud" of fuel-air mixture in the
cylinder. Burning is initiated near the richest portion of the fuel
cloud. The initial rich phase of the combustion has a significant effect
on NOx emissions since the initial portion of the charge is subject to
high temperature for the longest period of time. Low oxygen concentration
in this rich zone results in lower NOx levels than those produced by
premixed charge (conventional spark ignition) engines of the same
overall air-fuel ratio. Stratified charge combustion also reduces the
unburned hydrocarbons caused by wall quenching since very little fuel
reaches the surfaces of the combustion chamber. The mixture is throttled
on the engines evaluated in this program to 24:1 air-fuel at idle, 15:1
at light loads and 17.5:1 at heavier loads.
-------
ENVIRON
GENCY
OBY
Figure 1. Stratified Charge (PROCO) Powered Capri
Distributor/ ^^•Wr
Injection Pump
AIR-EGR Mixing Box
EGR Cooler
Fuel Injectors
Exhaust Manifold i
..•£ :^*
Oxidation Catalyst
Figure 2. Engine Compartment of PROCO Capri
-------
IHSTRUMENTATION
FI'mHU-
BORE: 3-875
SDRCKE: 3.00
CCMP. BATIO: 11:1
Figure 3. Cross Section of 141 CID PROCO Engine Head and Piston Assembly
-------
Table 1
Engine Description
4 stroke, stratified charge Otto Cycle,
type OHV, in-line 4 cylinder
bore x stroke 3.875 x 3.00 in./98.4 x 76.2 mm
displacement 141.5 cu. in./2320 cc
compression ratio ...... 11:1
maximum power @ rpm ...... approx. 71 hp/53 kw @ 4000 rpm
fuel metering low pressure (300 psi) cylinder injection
fuel requirement no lead, RON requirement not determined
(91-96 RON used during test program)
Emission Control System
basic type . stratified charge, exhaust gas recirculation,
low thermal inertia exhaust manifold, noble
metal monolith catalyst, positive crankcase
ventilation
-------
The engines were equipped with noble metal monolith oxidation catalysts
close coupled to the exhaust manifolds. All tests covered in this report
are for catalysts with less than 2,000 accumulated miles. High rates
of exhaust gas recirculation (EGR) are also employed to lower NOx
formation. Exhaust is collected before the catalyst, cooled, and then
drawn into the engine through the EGR valve at the throttle plate.
The average EGR rate for the jeep is approximately 15% and 8% for the Capris.
For some tests on the jeep, exhaust was recirculated during all operating
conditions including idle. For other tests on the jeep and all tests on
the Capris, modifications were made to eliminate EGR and enrich the mixture
to 13:1 A/F when the engine was operated at wide open throttle (W.O.T.).
Test Procedures
To obtain a comprehensive evaluation of the PROCO stratified charge
engine as a light duty power plant, nine different test types were
performed:
1. 1975 Federal Test Procedure (FTP) for HC, CO, NOx emissions
and urban cycle fuel economy from light duty vehicles.
2. Highway Cycle tests for emissions and fuel economy during
non-urban driving.
3. Heavy Duty gaseous test procedure (13-mode) for mapping HC,
CO, NOx emissions and specific fuel consumption.
4. Light Duty Smoke test
5. Odor tests
6. Oxygenates testing (during 1975 FTP vehicle operation)
7. Noise tests
8. Particulate emission tests
9. Sulfate emission test
For purposes of comparison some of these tests were also conducted
on a standard Capri and a prototype Ford LTD. Table 2 identifies which
tests each of the vehicles has been subject to up to the present time.
Appendix I contains the vehicle descriptions of the PROCO jeep, PROCO
Capri, standard Capri, and Ford LTD. The fuel used for all tests was
no lead gasoline (.03-.04 gm/gallon lead) with a 91-96 RON.
-------
Table 2 - Tests Performed
Proco Jeep //3
Proco Capri (Blue)
Proco Capri (White)
Standard Capri
Ford LTD
Test Performed by ....
'75
FTP
X
X
X
1
I
Highway
Cycle
" • x .
.PA/TAEB
13
Mode
X
i:
CO
LD
Smoke
X
Testing
i
CO
Odor
X
X
X
Location
;
CO
Oxygenates
X
t-t
as,
»
CO
Noise
X
X
M
3
00
Partlculates
X
PA/URD & Dow
temical
«9U
Sulfatea
X
s
On
H
EPA/ORD - EPA Office of Research and Development,Research Triangle Park, North Carolina
EPA/TAEB - EPA, Emission Control Technology Division, Technology Assessment and Evaluation Branch, Ann Arbor, MI
EPA/CAB - EPA, Emission Control Technology .Division, Characterization and Application Branch,-Ann Arbor, MI
SwRI - Southwest Research Institute, San Antonio, Texas
-------
8
The specific test procedures and analytical systems used for each
emission category are described in Appendix II. Whenever possible,
recognized procedures published in the Federal regulations were employed.
Where Federal procedures, or chassis versions of Federal procedures did
not exist, existing procedures for Heavy Duty vehicles were modified or
adapted as necessary for purposes of this evaluation.
Test Results
1. 1975 FTP Emissions
Results of 75 FTP tests are summarized in Table 3. Detailed results
are presented in Appendix III. The jeep displayed the lowest emissions,
with all gaseous emissions below even the 1978 Federal Statutory Standard.
With full EGR, the NOx value of .26 grams per mile was well within the
0.4 grams per mile 1978 Standard.
The use of full time EGR caused some loss in performance. Figures
4, 5, and 6 are the drivers traces of the 75 FTP in the region of 180
to 300 seconds into the hot transient cycle. The hatched area represents
the difference between the prescribed speed time trace and the actual
trace generated by the vehicle. A large difference represents the
inability of the vehicle to maintain an acceleration rate typical of
present production cars. It is clear in Figure 4 that the PROCO jeep
with full EGR was unable by a wide margin, to keep up with the trace.
With EGR cutoff and fuel enrichment, at WOT the jeep was able to follow
the trace much more closely (See Figure 5). The modification increased
the NOx emissions from .26 to .39 grams per mile. It should be noted
that some of the jeeps difficulty in following the urban cycle was due to
its drive train. Designed for military use, the transmission had gear
ratio's atypical of passenger cars. First gear was very low (5.7:1)
and was not used, the vehicle being started in second gear for the test.
The front wheel drive was disengaged during testing but drive train
frictional losses were still higher than for conventional passenger
cars according to sources at Ford and USATACOM.
The PROCO Capris, with the Capri 4 speed transmission, and EGR cut-
off and fuel enrichment at WOT were more capable of following the trace
(See Figure 6). Zero to sixty mph acceleration times of the PROCO Capri
measured on the chassis dynamometer averaged 18.0 seconds with a 2750 Ib.
inertia weight. The 0 to 60 time for the standard 1973 2.0 litre
Capri was 13.0 seconds.
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Table 3
1975 Federal Test Procedure Emission Results for PROCO
Vehicles. Emission Results in Grams/Mile (Grams/Kilometre)
Fuel Economy in Miles/Gallon (Litre/100 Kilometres)
Vehicle
Test Number
Jeep //3
12-2123
18-120
18-124
18-125
18-127
Blue Capri
16-1131
15-58
White Capri
15-4089
15-4055
15-4043
15-156
15-17
1975 Federal
Interim Standard
1977 Federal
Interim Standard
IW
2750
2750
2750
2750
2250
2750
2750
2500
2500
2750
2750
2750
1978 Federal
Statutory Standard
HC
0.23
(0.14)
0.25
(0.15)
0.26
(0.16)
0.21
(0.13)
0.23
(0.14)
0.16
(0.10)
0.15
(0.90)
0.16
(0.90)
0.17
(0.10)
0.16
(0.10)
0.23
(0.14)
0.15
(8.09)
1.5
(0.93)
1.5
(0.93)
0.41
(0.25)
CO
0.50
(0.31)
0.20
(0.12)
0.28
(0.17)
0.16
(0.09)
0.29
(0.18)
0.84
(0.52)
0.32
(0.19)
0.73
(0.45)
0.82
(0.50)
0.74
(0.45)
0.87
(0.54)
0.50
(0.31)
15.0
(9.3)
15.0
(9.3)
3.4
(2.1)
C02
416
(259)
444
(276)
440
(274)
443
(275)
450
(280)
380
(236)
376
(234)
380
(236)
391
(243)
392
(244)
-388
(241)
367 .
(228)
NOx
0.27
(0.16)
0.26
(0.16)
0.37
(0.22)
0.39
(0.24)
0.30
(0.18)
1.45
(0.90)
1.55
(6.96)
0.65
(0.40)
0.81
(0.50)
0.81
(0.50)
0.79
(0.49)
0.88
(0.54)
3.1
(1.93)
2.0
(1.2)
0.4
(0.25)
City Cycle
Fuel
Economy
21.3
(11.1)
19.9
(11.8)
20.2
(11.7)
20.0
(11.8)
19.6
(12.0)
23.2
(10.1)
23.5
(10.0)
23.2
(16,1)
22.6
(10.4)
22.5
(10.4)
22.7
(10.4)
24.1
(9.76)
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10
After the PROCO engines were installed in the Capris there was
difficulty in getting them to function properly. Misfire was a frequent
problem. The engines performed satisfactorily on the tests reported
here but it is not certain that they were in optimum tune for per-
formance or emissions. The two Capris had similar hydrocarbon and
carbon monoxide emissions of around .17 grams/mile and .7 grams/mile
respectively. These are well within the 1978 Statutory levels of
.41 HC and 3.4 CO in grams per mile. However some degradation would be
anticipated as more mileage is accumulated on the catalysts. The white
Capri was calibrated for NOx emissions of .8 grams/mile while the
blue Capri averaged 1.5 grams/mile NOx. These values exceeded the 1978
Statutory NOx level of 0.4 but were still within the 1977 NOx Standard
of 2.0 grams/mile. As shown in Table 3, the fuel economy of the PROCO
vehicles is rather insensitive to NOx calibration level.
The inertia weight of the Capris was close to the break between
the 2500 and 2750 pound inertia weight classes so the white Capri was
tested in both classes. There was no decernable difference in emissions
resulting from the different inertia weight setting.
2. 1975 FTP and Highway Cycle Fuel Economies
The fuel economy results of the FTP and highway cycles are summarized
in Table 4. Detailed results including Highway Cycle emissions are in
Appendices III and IV. For the FTP the jeep had a fuel economy of
20.2 miles/gallon, while the white and blue Capri's averaged 23.2 and
23.3 mpg respectively. The jeep, tested at 2250 instead of 2750 pounds
inertia weight, did not get any better mileage. This phenomenon is
not unexpected for a vehicle with such a low power to weight ratio since
with the lower inertia weight nearly the same power levels are used to
drive the more difficult accelerations of the cycle. Instead of the
better fuel economy normally associated with lower test weight the
jeep achieved the same economy but kept up with the speed-time trace
better. Also the jeep with full EGR yielded the same fuel economy.
Table 4
Average '75 FTP and Highway Cycle
Fuel Economies/Fuel Consumption
miles per gallon
(litres per 100 kilometres)
Vehicle No. of Tests .- '75 FTP No. of Tests Highway
Proco Jeep #3 4 20.2 -
(11.7)
Blue PROCO Capri 2 23.3
(10.1)
White PROCO Capri 5 23.2 3 32.0
(10.1) (7.34)
-------
IT
,/^Federal Driving
Cycle
with full-time EGR
Figure 5
Federal Driving
Cycle
Vehicle Trace
Proco Jeep #3
with EGR cut-off and fuel enrich-
ment @ W.O.T.
Federal Driving
Cycle
White Proco Capri
with EGR cut-off and fuel .enrich-
ment @ W.O.T.
f>1OA
-o*
r r c r r> r
ONIAIUO
c C o (• r c <'• <
o
«
N
Time in Seconds
-------
12
Figure 7 compares the PROCO test results to the 1975 Federal certi-
fication FTP fuel economies. The three curves on this Figure represent
the maximum, minimum, and sales weighted average fuel economies versus
inertia weight of the 75 model year light duty vehicles certified for
sale in the 49 states and California. The two Capri's fuel economies
fell above the fuel economy range of the 1975 cars, while the jeep's
equalled the average. Figure 8 is a similar comparison for the Highway
Cycle fuel economies. Only the white Capri was tested on this cycle.
Its fuel economy of 31.8 mpg was within the band but above the average
of 28.5 mpg for the 2750 pound inertia weight class.
3. Heavy Duty Vehicle Gaseous Emissions
Table 5 displays the results of the HD tests. This chassis
version of the test was conducted primarily to see how light duty
engine emissions compared to those of heavy duty engine. The PROCO
Capri and two other stratified charge engine vehicles were tested for
comparison. Unfortunately no normally carbureted engines were tested.
The 1977 Federal HD emission standards are 40 gm/bhp-hr for CO (53.6
gm/kw-hr.) and 16 gm/bhp-hr (21.4 gm/kw-hr) for HC and NOx combined.
The Capri's average CO value of 75.6 gm/kw-hr exceeded the standard.
A possible reason the PROCO did so poorly on the HC cycle and so well
on the LD cycle is the provision made for EGR shut off and fuel enrichment
at WOT. This condition was encountered a large percentage of the time
in the HD cycle. During the 75 and 100 percent of maximum power modes,
large quantities of CO and HC were produced. Due to oxygen insufficiency
during these modes, the close coupled noble metal catalyst was unable
to control these emissions. Were the PROCO engine to be set up for
low emissions during heavy duty operation, fuel enrichment could be
eliminated or an air pump could be installed. The NOx emissions of
5.73 gm/kw-hr were lower than the other two stratified charge engines
and were comparable to those of the diesels tested.
4. Smoke
Using the EPA light extinction meter method of measurement the exhaust
was monitored continuously for smoke throughout the 1975 LD-FTP. The
results of this test are summarized as peak and average opacity values
in Table 6. The limit of visible smoke for this method is 3 to 4
percent opacity. The PROCO Capri exhaust was consistently between 0 and
1 percent opacity except during engine starting and hard accelerations,
where the maximum reading of 2 percent was recorded. The overall average
of 0.5% is clearly acceptable and is comparable to normally carbureted
gasoline engines.
-------
13
40
Figure 7
1975 -FTP Fuel Economy of Proco
Vehicles vs. 1975 Light Duty Federal Certification Vehicles
35
30
25
-Blue Capri
15
10
Sales Weighted
Average
Minimum
2500 3000
3500 4000
Inertia Weight
4500
5000
5500
-------
14
35
30
25
u
(4
0)
s20
15
10
Figure 8
Highway'Cycle Fuel Economy of Proco
Capri vs. 1975 Light Duty Federal Certification Vehicles
White Capri
Sales Weighted Average
Minimum
J_
2500
3000
3500
4000
4500
5000
5500
Inertia Weight
-------
15
Table 5
Average 13-Mode Emissions
(Chassis Alternative of HD Engine Test)
Vehicle
Blue PROCO Capri
HDV Emission
HC
CO
NOx
HC + NOx
gm/bhp-hr
2.810
56.38
4.27
7.08
gm/kw-hr
3.769
75.62
5.73
9.50
Standards
1974 Statutory CO
HC 4- NOx
Fuel Consumption
40
16
Ib/bho-hr
0.563
54
21
gm/kv-hr
342
Table 6
Smoke Opacity Values from the Smoke Traces
During the LA-4 1975 LDV FTP
Cold Start (Peak %)
Cold Idle (Avg. %)
Accel (Peak %)
Idle (125 sec. Avg. %)
Accel to 56 MPH (Peak %)
Hot Start (Peak %)
Hot Idle (Avg. %)
Accel (Peak %)
Idle (Avg. %)
Accel to 56 MPH (Peak %)
Avg. % (1st 505 sec.)
Avg. % (Balance 23 min.)
Avg. % (505 sec. Hot Start)
Ford PROCO
Capri
1.3
0.4
0.8
0.1
2.0
1.6
0.4
0.6
0.3
1.0
0.8
0.5
0.4
Estimated Avg. % Overall
0.5
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16
5. Odor
5a. Odor Panel
Ten mode odor test sequences were conducted on the PROCO and
standard Capris and a catalyst equipped Ford Ltd. The LTD was included
as an example of a conventional gasoline engine with a catalyst emission
control package. The exhaust gases of the vehicles were diluted and
analyzed by a trained odor panel of ten people. They rated, on intensity
scales of 1 to 4, four sub-odor qualities. These were burnt-smoky "B",
oily "0", aromatic "A", and pungent "P". In addition an overall "D"
odor rating was made on a scale of 1 to 12. Table/7 contains the
results of the odor panel for the steady state conditions.
Figure 9 is a bar graph comparison of the combined odor ratings of
the three vehicles for each mode. The PROCO Capri consistently had the
lowest odor rating except for the Cold Start and accel modes.
i
5b. Diesel Odor Analytical System (DOAS)
During the steady state modes of the ten mode odor test sequence
extensive chemical analyses were made. These included measurement of
HC, CO, NO, NOx, C02, 02, acrolein, formaldehyde, aliphatic aldehydes,
liquid chromatographic oxygenates (LCO) and liquid chromatographic
aromatics (LCA). LCO and LCA comprise the results of DOAS. TIA
(total intensity of aroma) , which equals 1 + log]_Q LCO, has been found
to correlate with results of the odor panel. Table 8 gives the results
of these analyses for the three vehicles. By this analysis, the PROCO
was again the lowest producer of odor of the three cars. During the
intermediate and high speed high load conditions of the odor test,
the PROCO Capri did not produce the large quantities of HC and CO
produced in the high load modes of the HD tests. The probable
reason is that the high load conditions of the odor test did not
require W.O.T. operation as they were less severe. Even so at the high
speed high load conditions the exhaust oxygen content was down to 0.4%
compared to 1.2 to 8.3% for all other steady state conditions.
6. Oxygenates
A variety of oxygen containing hydrocarbons were collected during
75-FTP tests on the PROCO Capri. By wet chemical methods, aliphatic
aldehydes (aldehydes), formaldehyde and acrolein were determined in
grams/mile. Table 9 displays the results of these analyses. The
values are very low as might be expected from a vehicle with low HC
emissions. Generally oxygenates and unburned hydrocarbons go together,
the more HC the more aldehydes, formaldehyde and acrolein. Results
from several diesel vehicles were approximately an order of magnitude
greater.
-------
17
Table 7
Average Odor Panel Ratings at 100:1 Dilution
Vehicle
Condition
Intermediate
Speed, no load
Intermediate
Speed, mid load
Intermediate
Speed, high load
High Speed
No load
High Speed
Mid load
High Speed
High load
Idle Speed
No load
Odor
Kit
Steady
D
B
0
A
P
D
B
0
A
P
D
B
0
A
P
D
B
0
A
P
D
B
0
A
P
D
B
0
A
P
D
B
0
A
P
Ford
LTD
State
2.0
0.8
0.4
0.6
0.2
1.5
0.6
0.3
0.6
0.2
1.2
0.5
0.4
0.4
0.1
1.5
0.7
0.4
0.5
0
1.1
0.5
0.3
0.4
0
1.4
0.7
0.5
0.4
0.1
1.2
0.6
0.4
0.3
0.1
Capri
Std.
Results
2.7
0.8
0.8
0.5
0.6
3.0
0.9
0.8
0.6
0.7
3.4
0.9
0.9
0.7
0.8
2.2
0.8
0.6
0.5
0.4
3.5
1.0
0.9
0.6
0.8
3.3
0.9
0.8
0.7
0.8
3.3
0.9
0.8
0.7
0.8
Capri
PROCO
0.8
0.4
0.1
0.2
0
0.8
0.4
0.1
0.3
0.1
1.0
0.4
0.2
0.3
0.1
0.8
0.4
0.2
0.2
0
1.1
0.
0.
0.2
0.1
1.3
0.5
0.3
0.4
0.1
0.7
0.3
0.1
0.3
0.1
-------
io.o r
9.0 -
Figure 9
Comparison of Average Odor Ratings
for Proco Capri, Standard Capri and Ford LTD
w/Catalyst
Proco Capri
Standard Capri
Ford LTD w/Catalyst
8.0 -
PL.
= 7.0
_+
vS
•XX(
Ox
N
x.
x>
v^
x^-
v^
1
1
m
.
f^
Hi
'•'?!
;. -«
••"if
! v
^
^,
^~
/
'*
..
/
^
High 0 Mid High Idle Idle- Accel Decel Cold
Load Load Load Load Accel
Start
oo
Intermediate Speed
High Speed
-------
TABLE 8 EXHAUST ANALYSES TAKEN SIMULTANEOUSLY WITH ODOR RATINGS
DURING STEADY-STATE CONDITIONS
Vehicle
Condition
Intermediate
Speed, no load
fiHjMTnediate
Speed, mid load
Intermediate
Speed, high load
High Speed
no load
Exhaust
Emission
HC, ppmC
CO, ppm
NO-NDIR, ppm
NO-CL, ppm
NOX-CL, ppm
o2, %
c62, %
Acrolein. ppm
Formaldehyde, ppm
Aliph. Aide. , ppm
TIA
LCA. fill
LCD. ^.g/1
HC, ppmC
CO, ppm
NO-NDIR, ppm
NO-CL, ppm
NOX-CL, ppm
O2, %
co2, %
Acrolein, ppm
Formaldehyde, ppm
Aliph. Aide. , ppm
TIA
LCA, ^-g/1
LCO.^s/1
HC, ppmC
CO, ppm
NO-NDIR, ppm
NO-CL, ppm.
NOX-CL, ppm
02. %
C02. %
Acrolein, ppm
Formaldehyde, ppm
Aliph. Aide., ppm
TIA
LCA./^/l
LCOy-g/I
HC, ppmC
GO, ppm
NO-NDIR. ppm
NO-CL, ppm
NO-CL, ppm
02, %
C02, %
Acr.olein, ppm
Formaldehyde, ppm
Aliph. Aide., ppm
TIA
LCA. -g/l
I.CO.^-u/l
Ford
LTD
294
221
101
95
99
7. 1
10.0
1.3
8.1
21.9
1.6
4
4.4
318
198
821
798.
802
5.9
10.8
0.9
14.6
30.8
1.8
5
5. Z
220
226
1409
1354
1363
5.4
11.3
1.8
11.4
31.3
1.8.
5
6.3
523
287
325
305
305
7.2
9.8
1.1
6.5
27. 0
1.9
6
6.6
Capri
Std.
1052
'1.9%
65
59
62
3. 3
11.9
1.7
20.9
60.5
1.9
26
8.3
1311
0.5%
654
541
559
3.6
12. Z
3.7
Z1.9
57.7
2.2
41
14.6
1480
0.2%
1707
1413
1467
3.5
1Z.3
5.0
22.9
66.4
2.2 -
39
17.9-
144
0.4%
150
119
119
1.3
14.2
1.6
19.7
51.6
2.0
24
9.Z
Capri
PROCO
21
3
118
109
110
5.4
11. Z
0
0.8
9.5
0.7
0
0.6
7
4
288
279
273
2.Z 2
14.3
0
1.0
7.6
0.7
0
0.6
8
0
668
643
644
2.9
13.4
0
1.8
9.0
0.5
0
0.4
9
4
212
203
204
4.8
11.8
0.1
Z. Z
8.1
0.6
0
0.6
Vehicle
Condition
High Speed.
mid load
High Speed.
high load
Idle Speed.
no load
Exhaust
Emission
HC, ppmC
CO. ppm
NO-NDIR, ppm
NO-CL, ppm
NOX-CL, ppm
02. %
C02. %
Acrolein, ppm
Formaldehyde, ppm
Allph. Aide., ppm
TIA
LCA>/Ag/l
LCOy~fi/l
HC, ppmC
CO, ppm
NO-NDIR, ppm
NO-CL, ppm
NOX-CL, ppm
02. %
C02, %
Acrolein, ppm
Formaldehyde, ppm
Aliph. Aide. , ppm
TIA
tCA, ~g/l
LCO.^s/1
HC, ppmC
CO, ppm
NO-NDIR, ppm
NO-CL. ppm
NO-CL, ppm
o2. %
co2. %
Acrolein, ppm
Formaldehyde, ppm
Aliph. Aide., ppm
TIA-
LCA.^/1
LCOyuJ/1
Ford
LTD
102
341
696
642
64Z
2.9
13.5
0.8
5.7
21.1
1.4
3
4.9
63
596
696
679
679
1.8
14.1
0.9
5.9
18.7
1.6
4
4.0
116'
133
67
70
70
6.1
10.7
0.7
8.4
24.2
1.5
3
3.9
Capri
Sld._
1075
0'.4%
.2473
1867
1883
1.2
14.0
4.4
25.0
62.6
2.2
36
14.5
1883
3.1
1944
1690
1713
0.4
13.7
2.4
25.2
58.3
2.1
53
14.8
2107
4.4%
27
22
25
8.3
7.Z
2.9
18.4
54.7
1.9
34
9.0
Capri
PROCO
5
6
871
831
831
1.9
14.4
0
1.7
7.3
O.S
0
0.4
20
8
1396
1317
1323
4.7
11.7
0
1.0
9.3
1.1
0
1.3
51
5
46
61
61
9.2
8.1
0
1.7
8.3
'0.6
0
0.5
Intermediate Speed 1* 60 percent of high gpeed defined M the rpm In highest
geajr that coincides with 56 mph vehicle (peed and level road load.
Mid load It fuel rate midway between no load (neutral) and high load fuel rate*.
ford LTD. and b°*h Caprla rtn •* * time* level road load at 50 mph (full load)
and Z tlmra level road load at 50 mph (mid load).
-------
20
Table 9
Oxygenates Emissions During '75 FTP
in grams/mile (grams/kilometre)
Vehicle: Blue Proco Capri
Run No .
1
2
3
4
Avg.
Aldehydes
.0130
(.0081)
.0130
(.0081)
.0117
(.0073)
.0140
(.0087)
.0130
(.0081)
Formaldehyde
.0040
(.0025)
.0031
( . 0019)
.0019
(.0012)
.0031
(.0019)
.0031
(.0019)
Table 10
Acrolein
0
(0)
0
(0)
0
(0)
0
(0)
0
(0)
Noise (dBA Scale)
SAE J986A
Accel Driveby
30 mi./hr.
Driveby
Idle
STD
Capri
Exterior 73
Interior 81.5
Exterior 58.1
Interior 65.8
Exterior 63
Interior 54
PROCO Mercedes Peugeot
Capri 220D 504D
76 77 70.8
83 74.3 78.5
58.5 62 61.3
70.5 63.5 66.5
63.5 66 68
66 51.5 52.3
Opel
2100D
67.5
73.5
62.5
69
72
53.3
Nissan
220C
74.8
83.3
63.3
69.5
79.0
66.8
-------
21
7. Noise
Both exterior and interior noise measurements were made on the
PROCO Capri, a standard Capri and four Diesel cars. The results are
shown in Table 10. In all tests, the PROCO had higher noise levels than
the standard Capri. The biggest differences were noted in the interior
measurements, with the PROCO, at 66 dBA at idle, being 12 dBA higher
than the standard Capri. The highest noise level recorded for the PROCO
was an interior measurement of 83 dBA on the SAE J986A acceleration driveby.
Surprisingly this was only 1.5 dBA higher than the standard Capri.
The PROCO compared favorably with the Diesels on exterior measurements
but was in nearly all instances higher in interior noise levels.
8. Particulate Emissions
The results of the total particulates collected during a 1975 FTP
are shown in Table 11. For this test the catalytic reactor was removed
from the PROCO Capri. The PROCO's total particulate emission of 0.10
gram/mile, was twice that of the 1975 prototype LTD with catalyst with
unleaded gasoline. However this value was considerably below the .25
gram/mile particulates emitted from a typical gasoline engine running
on leaded gasoline or a low smoke level Diesel car.
9. Sulfate Emissions
The sulfate emissions were measured on the white Proco Capri over
the 75 FTP, 72 FTP (hot start), and Highway cycles and at 60 mph
steady state road load. The results are presented in Table 12. The
sulfate emissions as sulfuric acid ranged from 3.4 to 6.9 milligrams
per mile. Conventional engines with oxidation catalysts have sulfate
emissions ranging from 5 to 100 milligrams/mile. Generally the
catalyst cars without secondary air injection (i.e. air pumps) emit
at the lower level, while those with secondary air injection emit
at the higher level. Non-catalyst cars typically have sulfate emissions
of 1 milligram per mile. Thus the Proco Capri appears to emit at
the levels typical of catalytically controlled engines without air
pumps. This is somewhat surprising since the oxygen content of the
Proco exhaust before entering the catalyst is higher than that of
catalyst cars with secondary air injection (due to the extremely
lean A/F ratios of the Proco). A partial explanation is the lower
fuel consumption of the Proco Capri. That is since its mass con-
sumption per mile of sulfur is less its mass emissions per mile of
sulfates is lower.
-------
22
Blue PROCO Capri
w/thermal reactor
(no catalyst)
Typical 1975
Prototype gaso-
line w/o Pb
Typical Engine
with leaded fuel
Datsun-Nissan
220C Diesel
Table 11
Particulate Emission Test Results
1975 FTP
1972 FTP
(Hot Start)
60 MPH
Steady State
gm/ini (gm/km) gm/mi (gm/km) gm/mi (gm/km)
0.10 (0.06) 0.06 (0.04) 0.06 (0.04)
0.05
(0.03) 0.02 (0.01) 0.03
.25 (0.15)
0.30 (0.19) 0.30 (0.19)
(0.02)
Dominant*
Constituent
51%
35% Pb
73% C
*Particulate analyzed for: Fe, Ni, Cu, Al, Ca, Mg, Mn, Cr, Sn, Ti,
Pb, C, H, N
Test
1975 FTP
1972 FTP
(hot Start)
Highway Cycle
60 mph
Steady State
Table 12
Sulfate Test Results
on White Capri with .033% Fuel Sulfur
No. of
Tests
1
4
6
10
Total Particulates
milligrams/mile +
milligrams/kilometre
27.1
(16.8)
32.7 + 4.6
(20.3 + 2.8)
18.4 + 2.5
(11.4 + 1.6)
22.6 + 5.1
(14.0 + 3.2)
Sulfuric Acid
milligrams /mile +
milligram/ kilometre
3.7
(2.3)
4.3 + 1.0
(2.6 + 0.6)
3.4 + 0.6
(2.1 + 0.4)
6.9 + 1.9
(4.3 + 1.2)
% Fuel Sulfur
converted to
Sulfate
3.2
3.8 + 1.0
4.0 + 0.8
8.8 + 2.8
-------
23
Conclusions
1. The PROCO stratified charge engine in the state of its develop-
ment represented by the modified L-141 jeep engines appears quite capable
of meeting the 1977 statutory levels for HC (0.41 gin/mile), CO (3.4
gm/mile) and NO* (2 gm/mile) at low mileage. The PROCO powered jeep
had emissions that were within the 1978 statutory levels of 0.41 gm/mile
HC, 3.4 gm/mile CO, and 0.4 gm/mile NOx. The jeep is one of the few
vehicles tested by EPA to achieve 0.4 NOx without catalytic control
of NOx. A major advantage of the PROCO engine is its inherently low
NOx emissions from stratified charge combustion plus its high EGR
tolerance. While not evident from the Table 3 data, the principle trade-
off associated with NOx control in the PROCO engine is HC emissions.
Lower NOx levels are only achieved with higher HC emissions in this
version of the engine. Measures that may be necessary to keep HC
emission low at high mileage (e.g. injection and timing retard, increased
throttling) can- reduce the fuel economy achievable. Further research
may eliminate the HC problem currently experienced by this engine at
very low NOx levels. Any developments that permit less throttling
(currently needed for HC control even at high NOx levels) will improve
this engine's economy potential. Durability experience on other PROCO
engines of this generation indicates that .41 HC and 3.4 CO levels
cannot be maintained for 50,000 miles with a 0.4 NOx calibration without
catalyst changes.1
2. The average fuel economies of the blue and white PROCO Capris
(23.9 and 23.5 mpg respectively on the 75 FTP) exceeded, by over 5 mpg,
the average fuel economy (18.4 mpg) of all 1975 Federal certification
vehicles in the 2750 inertia weight class. In fact they exceeded
the best fuel economy (21.2 mpg) achieved in the 2750 IW class. This
good fuel economy coupled with their low emission levels, demonstrate
the PROCO's capability of meeting stringent emission levels without
sacrificing fuel economy relative to standard gasoline engines.
3. The Heavy Duty cycle for gaseous emissions indicated that
the PROCO Capri has high HC and CO emissions during sustained W.O.T.
conditions. This suggests that the A/F ratio at this condition was
too rich to provide sufficient oxygen to adequately oxidize the
HC and CO. Since the Proco Capri required little W.O.T. operation on the
'75 FTP, this mode of operation had a negligible affect on the Capris
emissions on the LDV cycle.
Choma, M. and Simko, A. "Programmed Combustion Process (PROCO) (Ford
Combustion Process) Final Technical Report." March 1973. Contract No.
DAAE07-70-C-4374 with U.S."Army Tank-Automotive Command
-------
24
4. The Smoke, Odor, Oxygenate, and Particulate emissions testing
all indicated that the PROCO's emissions in these categories are equal
to or less than those of standard gasoline engines. Thus the PROCO
may have no trouble in these areas in terms of public or legal
acceptance unless further research determines more deleterious health
effects per gram of unregulated emission than for conventional engine
exhaust.
5. The noise testing showed the noise levels of the PROCO Capri
to be higher than a standard Capri. The exterior noise levels were only
moderately higher (.4 to 2.9 dBA higher), but the interior noise levels
of the PROCO were as much as 12 dBA higher (at idle) than the standard
Capri. Compared to a Mercedes 220D Diesel car, the PROCO's exterior
noise level was lower, while its interior noise level was greater. In
fact the interior noise levels of the standard Capri were higher than
those of the 220D. Since it appears from external noise measurements
that the PROCO engine is no noisier than the 220D Diesel engine, existing
soundproofing techniques should allow for the reduction of the interior
noise level to that of the Mercedes 220D.
6. The sulfate emissions of the Proco Capri are of the order
of 5 milligrams per mile. While this is at the lower end of the range
of sulfate emissions emitted by conventional engines with catalysts
it may still be of some concern. Sulfate emissions standards for light
duty vehicles are planned by EPA for model year 1979. It remains to be
seen if the Proco's sulfate emissions will exceed that standard.
-------
Appendix 1
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1973 Ford Capri
Emission control system - Programmed S/C Combustion (PROCO)
Engine
4 stroke, stratified charge Otto Cycle,
type OHV, in-line 4 cylinder
bore x stroke * . . 3.875 x 3.00 in./98.4 x 76.2 mm
displacement 141.5 cu in./2320 cc
compression ratio 11:1
maximum power @ rpm approx; 71 bhp/ 53 kw @ 4000 rpm
fuel metering ..... direct fuel injection
fuel requirement ... 91-96 RON unleaded used, octane require-
ment unknown
Drive Train
transmission type 4 speed manual
final drive ratio ........ 3.44:1
Chassis
type unit body, front engine, rear wheel drive
tire size .....'.. 165 SR 13
curb weight . . . . 2300 lb/1045 kg
inertia weight 250° lb
passenger capacity . . 7
Emission Control System
basic type charge stratification
oxidation close coupled to exhaust manifold outlet
catalyst substrate . . monolith-American Lava w/Mathey Bishop
coating
catalyst volume. • 118 in3
thermal reactor type low thermal inertia exhaust manifold
exhaust gas recirculation .... 8% (1 gm NOx standard)
additional features ....... Altitude compensated A/F ratio control
plus Ford transistorized ignition
durability accumulated on system . 650 mi/1047 km - blue Capri
1100 mi/1770 km - white Capri
Vehicle I.D. No.
white Proco Capri GAE CNP 26116
blue Proco Capri GAE CNP 65954
-------
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1973 Ford Capri
Emission control system - Engine Modification
Engine
type 4 stroke, Otto cycle, OHV, In-line 4 cyl
bore x stroke 3.6x3.0 in./(91 x 76 mm)
displacement . . 122 cu in./(2000 cc)
compression raLio 8.2:1
maximum power @ rpin 85 bhp/64.2 Kw @ 5400 RPM
fuel metering .2 bbl Holley carburetor
fuel requirement 91 RON unleaded
Drive Train
transmission type 4 speed manual
final drive ratio 3.44:1
Chassis
type 2 door sedan, front engine, rear drive
tire size 165 SR 13
curb weight . 2500 Ib /1130 kg
inertia weight . . 2750 Ib
passenger capacity . . 4
Emission Control System
basic type E.M.
durability accumulated on system . 1385 mi/(2234 km)
-------
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1973 Ford LTD
Emission control system - Catalyst, E.G.R., A.I.R.
Engine
type 4 stroke Otto Cycle, OHV, V-8
bore x stroke 4.00 x 4.00 in./ 102 x 102 mm
displacement 400 cu in./6550 cc
compression ratio 8.4:1
maximum power @ rpm 172 bhp/ 128 kw @ 4000 rpm
fuel metering 2V carburetor
fuel requirement 91 RON unleaded
Drive Train
transmission type 3 speed automatic
final drive ratio 2.75:1
Chassis
type . . ..... . . . . . • . . body/frame, front engine, rear wheel drive
tire size HR 78-15
curb weight ........... 4,300 lb./ 1955 kg
inertia weight 4500 lb./ 2,045 kg
passenger capacity ......... 6
Emission Control System
basic type ............ oxidation catalyst, air injection, exhaust
gas recirculation
mileage on vehicle at start of
test program 9130 mi./14,700 km
-------
TEST VEHICLE DESCRIPTION
Chassis model year/make - M151 k ton "Jeep"
Emission control system - Programmed S/C Combustion (PROCO)
Engine
type 4 stroke, Otto cycle, OHV, in-line 4 cyl.
bore x stroke . . 3.875 x 3.00 in./98.4 x 76.2 mm
displacement v . . . 141.5 cu in./2320 cc
compression ratio 11:1
maximum power @ rpm ....... approx'. .71 bhp/53 kw @ 4000 RPM
fuel metering . low pressure (300 psi) cylinder injection
fuel requirement 91-96 RON unleaded used, octane requirement
unknown
Drive Train
transmission type .4 speed manual
final drive ratio ... 4.86:1
Chassis
type ..... 2 door,front engine, rear drive
tire size 700 x 16
curb weight
inertia weight 2750 lb./ 1250 kg
passenger capacity . . 3
Emission Control System
basic type .... stratified charge, exhaust gas recirculation,
low thermal inertia exhaust manifold, close
coupled monolith catalyst, positive crankcase
ventilation
-------
Appendix II
1. 1975 Light Duty Vehicle Gaseous Emissions FTP
The cold start 1975 FTP was the basic gaseous transient procedure
used. Described in the Federal Register of November 15, 1972, this test
is conducted on a chassis dynamometer and employs the Constant Volume
Sampling (CVS) procedures. Exhaust emissions of HC, CO, NOx, and C02
are reported in grams per mile and fuel economy is calculated by the
carbon balance method. This driving cycle has an average speed of 20 mph
and is representative of urban traffic patterns.
2. Highway Cycle Testing
Described in the EPA Recommended Practices for conducting Highway
Fuel Economy Tests, this cycle simulates a hot start 10.2 mile trip in a
non-urban area. With an average speed of 48 mph, fuel economies achieved
on this test are near the optimum achievable for normal long distance travel.
This test employs the same test equipment as the '75 FTP and yields exhaust
emissions in grams per mile as well as fuel economy.
3. 13-Mode Heavy Duty Vehicle Gaseous Emissions
The 1974 Heavy Duty gaseous emissions test for Diesel engines known
as the 13-mode test, is a stationary engine test. The 39-minute long
chassis version of this procedure is a speed-load map of 13 modes, at 3
min per mode. In addition to CO and WO by NDIR (according to SAE recommended
practice J-177), and HC by heated FID (according to SAE recommended practice
J-215), air rate must be measured continuously (according to SAE recommended
practice J-244). A Flo-Tron system was used to measure the net fuel con-
sumption of the engine, which, in turn, enabled the use of manufacturer's
curves for inlet fuel rate and engine flywheel horsepower to set power
points.
The Proco stratified charge engine had a rated speed of 4000 rpm and
nominal peak torque speed of 2400 rpm. For the 13-mode test, the inter-
mediate speed is defined as peak torque or 60 percent of rated, whichever
is higher. The procedure starts with low idle, then 2, 25, 50, 75, and 100
percent load at intermediate speed followed by low idle. Then speed is
increased to rated at 100 percent load with decrease to 75, 50, 25, and
2 percent. Another idle is then run.
-------
The major difference between the stationary test used for certifica-
tion and the chassis alternative is the procedure used to determine the
engine operating points at 25, 50, and 75 percent of power and the actual
power output at 100 percent. The stationary 13-mode procedure uses measured
power output at the flywheel to determine the cycle weighted power for
division into the product of emission concentration times density of emission
times flow exhaust to get brake specific emission rate. For engines installed
in a chassis, there is no convenient way to measure power output at the
flywheel. But, it is convenient to measure the net fuel rate to the engine
which can be used to determine power, given suitable curves from the
manufacturer.
For most of the cars subjected to this test, a curve of fuel rate
versus flywheel power output, from no load to maximum power output at
rated and intermediate speed was available. The procedure was to measure
maximum fuel rate by operating at maximum power output at each specified
speed. The flywheel power output for the maximum fuel rate was read from
the available curve. The part load power fuel rate settings were then
obtained from the curve at 75, 50, and 25 percent of the maximum chassis
dynamometer power reading. The vehicle was then operated at these fuel
rates during the test and the power used in the calculations was that
read or determined by the fuel-power curves.
4. 1975 Light Duty Vehicle FTP - Smoke
There currently is no recognized U.S. smoke test procedure for light
duty passenger car exhaust. Although the Heavy Duty schedule can be used
with the light duty vehicle by a chassis dynamometer version of the test,
it is uncertain whether this test is indeed representative of the way the
smaller, higher speed engines operate. The smoke opacity was recorded
therefore, during operation of the vehicle over the LA-4 transient driving
schedule used for the Federal light duty gaseous emissions test. The
U.S. EPA light extinction smoke meter was connected at the end of the
tailpipe and continuously recorded smoke opacity throughout the test
cycle. Smoke tests were conducted independently of the emission tests.
5. Light Duty Vehicle - Odor
(a) Diesel Odor Evaluation by Trained Panel
The EPA (PHS) quality-intensity (Q/I) or Turk kit method of evaluation
of dilute samples of Diesel exhaust odor was employed to express odor judge-
ments by the trained ten-person SwRI odor panel. The kit includes an. overall
"D" or composite odor graded in steps of 1 through 12, 12 being strongest.
The "D" odor is made of four sub-odors or qualities. These comprise burnt-
-------
smoky "B", oily "0", aromatic "A", and pungent "P" qualities. Horizontal
exhaust at bumper height from a city bus was found to be diluted to a
minimum reasonable level of 100:1 before being experienced by an observer.
This dilution level was used in the odor test.
Both steady state and transient vehicle operation were simulated for
odor evaluation. The steady state runs were made at three power levels,
normally zero, one-half, and full power at a high and at an intermediate
speed. The seventh condition was a low idle of a well warmed-up engine.
(b) Diesel Odor Analytical System
As one result of approximately five years of research, sponsored under
the CAPE-7 project of CRC APRAC, A.D. Little developed a prototype liquid
chromatograph for use in predicting Diesel exhaust odor. Called DOAS for
Diesel odor analytical system, the system provides two results, one being
an indication of the oxygenate fraction called LCO for liquid chromatograph
oxygenates, and the other called LCA for liquid chromatograph aromatics.
These were found by earlier research by ADL to represent the major odorants
in Diesel exhaust. The ADL studies had shown a correlation of the TIA
(total intensity of aroma) to sensory measurements by the ADL odor panel
TIA is equal to 1 + log^Q LCO, where LCO is expressed in yg/Jl of the exhaust
gas fraction.
Both LCO and LCA are expressed in mirco-grams per litre of exhaust
using either the test fuel or a reference component for calibration. The
LCO is, by virtue of its use to express TIA, considered the most important
indication of Diesel exhaust by this method.
DOAS values with the trained odor panel on the vehicles in this study
were obtained simultaneously. The DOAS does not measure odor, but measures
a class of odorants and it was intended and developed specifically for use
with Diesel exhaust. Its application to exhaust from gasoline engines had
never previously been attempted. To obtain DOAS samples requires each .
test mode to be extended. Double the running time, from a nominal three
minutes to six minutes, was needed to allow a full five minutes of trapping.
The first minute is to achieve a stable operating speed and load. Panel
evaluation is normally during the third minute of the run.
-------
The odor measurement procedures applied to the Proco powered Capri
were based on the extensive previous work with Diesel exhaust odor measurement
from larger size vehicles. One important change was made, however, and that
was to operate the car more nearly as it might on the road. This meant
changing the engine speeds from rated and intermediate, as defined for the
13-mode test, to lower speeds. High speed was defined as the engine rpm
corresponding to 90.1 km/hr (56 mph) level road load. The level road
load power defined for this specific car test weight was set in the dynamo-
meter 80.5 km/hr (50 mph) and then the car increased in speed to 90.1 km/hr
(56 mph). The car was in high gear or high range of the transmission
operating at approximately 3000 engine rpm at 90.1 km/hr (56 mph). The
intermediate speed was then defined as 60 percent of this speed, which was
a nominal 1800 rpm for most cars.
The basic philosophy was to characterize odor over a range of loads
and speeds that could be encountered and over a wide enough range to cover
steep uphill + moderate trailer towing as well as the moderate load and
no load conditions.
6. 1975 Light Duty Vehicle - Oxygenates
In addition to the usual HC, CO, and NOx measurements, samples were
continuously taken and collected in reagents for wet chemical analysis.
These samples were withdrawn in the stainless steel pipe section connecting
the exhaust dilution point (below the CVS filter box) and the inlet of the
CVS heat exchanger. Multiopening stainless steel probes were used, one
probe for the aldehyde-formaldehyde bubblers in series, one for the pair
of acrolein bubblers in series, one for each of the three odor trapping
systems for the Diesel odor analytical system (DOAS).
In the case of wet collected traps, the entire 23-minute (bags 1
and 2) and the third bag 505 sec. portion of the 1975 FTP were taken in
a single collector (bubbler or trap). This was necessary to obtain
sufficient sample for analysis and preclude the problem of switching after
the first 505 seconds of the run (cold start bag). The chromatropic acid
method for formaldehyde, 3-methyl-2-benzothiazolone hydrazone (MBTH)
method for aliphatic aldehydes, and the 4-hexylresorcinal method for
acrolein, all of which are wet chemical methods, were employed.
-------
7. Vehicle Noise
This series of tests was intended to determine the maximum interior
and exterior sound levels, in dBA scale, during idle and various driving
modes. SAE J986a, Sound Level for Passenger Cars and Light Trucks describes
a test procedure that formed the basis for measurement and vehicle opera-
tion. A General Radio Type 1933 Precision Sound Level Analyzer, General
Radio Type 1562-A Sound Level Calibrator, and General Radio Wind Screen.
(a) Acceleration Drive-By
Acceleration drive-by measurements were made at 15.24 (50 feet).
Each vehicle approached a line 7.6m (25 feet) before a line through the
microphone normal to the vehicle path and accelerated, using the lowest
transmission gear or range such that the front of the vehicle reached or
passed a line 7.6m (25 feet) beyond the microphone line when maximum
rated engine speed was reached. The sound level reported was that of
the loudest side of the vehicle. Tests were made with all windows fully
closed and the vehicle accessories such as heater, air conditioner, or
defroster (radio excluded) in operation at their highest apparent noise
level.
Interior sound level determinations were the same as exterior except
that the microphone was located 6 inches to the right side of the driver's
right ear. All other test procedures were as presented in J986a.
(b) Constant Speed Drive-By
The constant speed drive-by measurements were also made at a distance
of 15.24m (50 feet). The vehicle was in high gear and driven smoothly
at 48.3 km (30 mph) ± 5 percent.
Interior sound level determinations were made in the same manner
as during the accel test. The sound level reported for this test was
obtained in the manner outlined in the acceleration test already described.
(c) Idle
This test included sound level measurements at 3.05m (10 ft) distances
from the front, rear, left (street side) and right (curb side) of the
vehicle. The vehicle was parked and engine allowed to run at manufacturer's
recommended low idle speed with transmission in neutral for at least one
minute. Accessory items such as air conditioner or heater and defroster
were not operated during this test. Interior measurements were also
obtained at the same single point used in drive-by tests.
-------
8. 1975 and 1972 LDV-FTP and 60 miles per hour
(96.6 Km/hr) Particulate Emission Tests
A Clayton CT-200-0 chassis dynamometer with a variable: inertia flywheel
assembly was used in all tests conducted under this program. In these
tests, the vehicle was operated under approximately 60 mph road-load cruise
conditions and under cyclic conditions of the Federal Test Procedure.
Exhaust particles were collected after air dilution of the exhaust in
a large dilutiont tube. The entire exhaust stream was diluted. Air dilution
and cooling of the exhaust was accomplished by a dilution tube 16 inches
in diameter and 27 feet in length constructed of extruded polyvinyl chloride
(PVC) pipe in several sections with butt joints which were taped during
assembly prior to each run. The diluent air coming into the tube was
filtered by means of a Dri-Pak Series 1100 Class II PIN 114-110-020 un-
treated cotton filter assembly. This filter assemply is 24" x 24" and has
36 filter socks which extend to 36 inches in length. This filter will
pass particles 0.3 micron in size and smaller. Pressure drop at 600 cfm
flow rate is minimal.
Exhaust was delivered to the tube via a tailpipe extension which was
brought into the bottom of the tube downstream of the filter assembly.
The extension was bent 90 degrees inside the tube, thus allowing the
introduction of the exhaust stream parallel to the tube axis. Within
the dilution tube, along the perpendicular plane of the end of the exhaust
extension was a mixing baffle which has an 8-inch center hole and was
attached to the inside diameter of the tube. The baffle presented a
restriction to the incoming dilution air in the same plane as the end
of the exhaust extension and provided a turbulent mixing zone of exhaust
gas and dilution air.
The particulate sampling zone is located at the exhaust end of the
dilution tube. Two sample probes were both connected to 142 mm holders fitted
with 0.3 micron Gelman Type A glass fiber filter pads and vacuum pumps.
A flow meter was used to monitor and regulate the flow through the filters.
Sample probes sized to deliver an isokinetic sample from the dilution tube
were used. The average mass from the two filters was used in determining
total mass particulates sized greater than 0.3 microns. Heavy particulates
which fall out in the tunnel are hot considered of immediate concern since
these would not normally be airborne in a normal environment.
-------
9. 1975 and 1972 LDV-FTP, Highway Fuel Economy Cycle, and 60 miles
per hour (96.6 km/hr) Sulfate Emission Tests
These tests were conducted on a Labeco electric chassis dynamometer.
Sulfates were collected after air dilution of the exhaust in a large
dilution tube 20 feet long and 18 inches in diameter, constructed of
stainless steel. The diluent air was treated by filters and activated
charcoal per the Federal Register procedure description of the CVS
system for light duty vehicles.
The total exhaust was delivered to the dilution tube, mixed with
the diluent air by a baffle and then isokenetically sampled in the
tube about 12 feet downstream of the baffle. The diluted exhaust sample
was filtered through Fluoropore filter having a 1.0 y pore size.
The sulfates were extracted from the filter with an isopropyl
alcohol water solution. The solution was passed through a barium
chloranilate column in a high pressure liquid chromatograph where sul-
phate ions were quantitatively replaced with chloranilate ions.
The chlorariitate ions were measured colorimetrically at 310 microns.
As the chloranilate concentration equalled the sulfate quantities
as small as 5 micrograms could be analyzed.
-------
Appendix III
'75 FTP Ind. Bag Results
Mass Emissions gram/mile Fuel Economy mile/gal.
Bag 1 Cold Transient
Bag 2 Hot Stabilized
Bag .Hot Transient
Test No.
Blue
Capri
15-58
16-1131
White
Capri
15-17
15-156
15-4043
15-4055
15-4089
Jeep f 3
12-2123
18-120
18-124
18-125
18-127
Inertia
Weight
2750
2750
2750
2750
2750
2500
2500
2750
2750
2750
2750
2250
UC
0.54
0.67
0.59
0.80
0.62
0.62
0.54
0.94
1.03
1.02
0.81
0.98
CO
1.17
3.04
2.52
3.99
3.27
3.81
3.36
0.59
0.32
0.43
0.38
0.46
CO?
366
367
375
343
374
373
362
418
444
460
435
465
NOx
1.73
1.84
1.16
0.42
1.03
1.08
1.10
0.30
0.28
0.57
0.58
0.45
Fuel
Eco.
24.0
23.7
23.3
25.2
23.3
23.3
24.1
21.05
19.8
19.13
20.26
18.9
HC_
0.03
0.02
0.02
0.08
0.04
0.04
0.04
0.04
0.05
0.07
0.05
0.02
CO
0.05
0.04
0.05
0.04
0.07
0.04
0.02
0.56
0.21 .
0.34
0.10
0.33
CO?
401
413
385
422
425
422
411
435
454
443
458
464
NOx
1.31
1.25
0.74
0.80
0.68
0.64
0.32
0.27
0.24
0.25
0.25
0.21
Fuel
Eco.
22.1
21.5
23.1
21.0
20.9
21.0
21.6
20.4
19,8
20.0
19.4
19.1
HC
0.08
0.05
0.07
0.08
0.06
0.07
0.09
0.07
0.06
0.06
0.06
0.06
CO
0.19
0.69
0.09
0.11
0.09
0.06
0.10
0.33
0.10
0.06
0.12
0.09
C02.
336
329
327
358
323
344
345
379
424
419
420
413
NOx
1.71
1.53
0.94
1,06
0,90
0.92
0.94
0.24
0.27
0.44
0.53
0.36
Fuel
Eco.
26.3
26.9
27.1
24.7
25.9
25.7
26.5
23.4
20.91
20.10
21.10
19.7 -
Ambient
Temp.
(°F) _.
73
70.8
70.5
73.5
74.5
73.5
69.0
78
78
75
77
77
Rel.
Hum.
43
51
42.5
33.5
37.5
42.5
49
64
49
44
58
.42
Bar.
Press.
(inches Hg)
29.32
28.22
29.26
28.85
29.32
29.25
29.02
29.67
29.61
29.18
29.30
29.18
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Appendix IV
EPA Highway Cycle
Mass Emission, gram/mile Fuel Economy Miles/Gallon
Test No.
White Capri
15-157
15-4044
15-4056
Inertia
Weight
2750
2750
2500
HC
0.01
(0.006)
0.01
(0.006)
0.01
(0.006)
CO
0.01
(0.006)
0.03
(0.01)
0.03
(0.01)
CO?
273
(170)
288
(179)
270
(168)
NOx
0.82
(0.50)
0.71
(0.44)
0.77
(0.47)
Fuel
Economy
32.5
(7.24)
30.8
(7.63)
32.9
(7.15)
Ambient
Temp. (of)
70.0
68.0
65.5
Rel.
Hum.
37
45
53
Bar.
Pressure
(inches Hg)
28.87
29.32
29.25
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